Magnetic brake



Mardi 19, 1940 T. H. scHoEPF Er A1. R@ 21,404

MAGNETIC BRAKE Original Filed Nov. 27, 1934 -3 Sheets-Sheet 1 March 191940- r T. H. scHoEPF Er AL l y Re.- 21,404

' uAGNETIc BRAKE original Filed Nov. 27, 1954 v s sheets-sheet 2 Mh WMarch 19, 1940. r H, SCHQEPF- AL Re. 21,404

umano BRAKE original Filed Nov. 27, 1934 sheets-sheet s MVS W g SeTTOR/Vfy Reissued Mar. 19,` 1940 UNITED STATES PATENT OFFICE MAGNETICBRAKE Theodore H. Schoepf and David M. Ritchie, Cincinnati, Ohio,assignors, by mesne assignments, to The Westinghouse Air Brake Company,Wilmerding, Pa., a corporation of Pennsylvania original No. 2,062,192,dated November 24, 1936,

Serial No. 755,024, November 27, 1934. Application for reissue December21, 1939, Serial 22 Claims.

l a third rail. In any event, the disruption of the main power circuitwill result in the application of the rail brakes in order to bring thecar to rest.

It is a further object to provide for a magnetic rail brake, means toenergize it, and means to position it normally operable from themotormans position at his controller and to provide in combination withit automatic means for applying the rail brake in the event that themain power source is disrupted.

Referring to the drawings,

Figure 1 is a diagrammatic view partially in section showing thearrangements of the several parts when the car is running or at rest.'Ihe braking mechanism is inoperative and the main power source isconnected in circuit.

Figure 2 is asimilar view with the` parts in position for a normalapplication of the magnetic rail brakes With the main power sourceconnected in circuit.

Figure 3 is a similar view with the main power source disrupted showingthe application of the magnetic rail brakes in such an event.

Referring to the drawings in detail, I is a controller for the airhaving Ithe controller handle 2. 3 designates the air supply line and 4the exhaust line. 5 designates the straight air line communicating withthe valve II, when the main power source 34 is intact as in Figs. 1 and2; while as shown in Fig. 3, the valve communicates with. the emergencyair line 2|, 20 and 23, when and if the power source 34 becomesinoperative from any cause. the emergency valve II there is a spring I3surrounding the rod I4. The spring I3 serves to push upwardly the pistonvalve member I5 which has a valve head I6 which controls the ow of airthrough the opening I1 in the partition' I8. The partition I8 separatesthe chamber I2 from the chamber I9. The chamber I9 is supplied withcompressed air from the pipe and tank 2|. The tank 2| is supplied withair at a constant pressure by any well known means. A space 22 betweenthe partition |1 and valve member I5 is connected to a pipe 23. Thechamber I2 is connected by the pipe 24 to the pipe 23.

The pipe 23 leads to a circuit closing means In the chamber I2 ofdesignated 25 comprising an air cylinder having a piston 26, piston rod21 and a spring 28 resisting the movement of the `piston and piston rod.Air from the pipe 23 is introduced on the side of the piston 26 oppositeto that on which is located the spring 28. The free end of the piston.rod 21 carries the contact head 29 which is adapted to successivelyengage with and bridge the contacts 30, 3|, 32 and 33 in the respectiverail brake shoe applying circuit and rail brake shoe magnet energizingcircuit.

Rail brake shoe applying circuit The source of electrical power may be atrolley wire or third rail or any other means of supplying current. Inthis instance it i-s designated 34.

`It supplies current through the wheel and harp 35, pole 36 and thencethrough the wire 31, resistance 38, solenoid coil 39 or as sometimescalled colloquially, a no voltage relay", wire 40 and Awire 4| to thecontact 30, thence through the switch closing member 29, contact 3|,wire 42 and solenoid coil 43 to ground 44. The energization ofthe coil43 actuates the solenoid core 45, which in turn moves through suitableintermediate devices such as levers or any other means designatedgenerally at 46 the rail brake shoe 41 into engagement with the railindicated at 48.

The shoe is normally maintained either by springs, pneumatic orhydraulic pressure or any other suitable means a safe distance from therail. This is usually from two to three inches and sufficiently remotecustomarily from the rail to be out of any active magnetic zone.Ordinarily it would be too expensive to provide a magnetic rail shoewhich could be drawn from such a. remote position into engagement withthe rail so that it is desirable to move the shoe into proximity withthe rail 48 before completing the energization of the rail brakemagnets. These suspension means are designated generally 49. By theenergization of the rail brake shoe applying circuit, the rail is.brought within energizing posiv tion as indicated by the numeral 50 andthe dotted lines to which the numeral is applied.

The foregoing operation or action of the parts takes place when it isdesired to apply or position the brake shoes to the rails to check thespeed of the train or to both check it and stop the train. By turningthe handle 2, air from the air controller I is. admitted to the pipe 5,and then-ce into the cylinder I2 and on to the pipes 24 and 23, andthence into the cylinder 25 4to actuate the piston 26 and the contact29. W'hen the Contact engages points 30 and 3|, the result is to cause amovement in the solenoid core 45 to actuate mechanism 46 which causes amovement of the brake-shoe 56 from its normal suspended safe positionabove the rail, to a position Within the magnetic iield between thebrake-shoe and the rail. While these actions are taking place,and theyare practically instantaneous from the time the contact 29 engagespoints 3|! and 3|, the continued air pressure on the piston 26 will movethe contact 29 into .engagement with the points 32 and 33. This closesthe circuit which magnetized the magnet coils 53 and creates a magneticeld between the brake shoe and the rail. The shoe snaps down on the railand by its application to the rail, the speed of the train is reduced,and if continued .long enough will stop the train` So that when thetrain is to be slowed down in speed, or both slowed down and actuallystopped, the air controlling handle 2 is manipulated as stated and therest of the operations immediately take place.V

Rail brake shoe applying circuit Upon the contact member 29 being movedinto engagement with the contacts 32 and k33, the following circuit isestablished. The wire 5I connected with the wire 4U is connected withthe contact 32. wire 52, which in turn is connected to the magnet coils53 in the rail brake shoe r41. These coils are in turn connected withthe ground 54. The energization of the magnets serves to draw the railbrake shoe down into braking engagement from theposition 50 into theposition designated as 55 in vengagement with the rail. The rail brakeshoe applying circuit may bevcontinued until the speed of the train isreduced as desired, or until the train is stopped. v

Rail brake emergency circuit In the event that the main power source isdis-A rupted, the solenoid coil 39 is deenergized so that its solenoidcore 56, which is a part of and forms a piston `'rod for the emergencycontroller air valve 51, is .permitted `to move downwardly under theforce of the spring 58 behind the piston 59 l Compressed air istherefore applied at `63 behind the piston 64 compressing the spring 65.This serves to move the piston rod 66 which is connected to the arm 61on the drum controller 68. The opening through which the pistonprod 66passes is slightly larger than thero'd and consequently air in the space63 will gradually exhaust under the rpressure of the spring against thelower side of the piston 64. See Fig. 3 particularly. This provides forthe return movement of the piston 66.

For the purpose of clarity, the internal contacts and the wiring of thecontroller 68 are shown on the left hand of the drawings. Theapplication of the air as described servesto close the contacts on thecontroller and to bring in circuit with the rail brake shoe applyingcircuit and the rail brake shoe energizing circuit an emergency sourceof electrical energy such as the battery 69. This battery is connectedby the wire 1I) to the contact terminal 1 I. The other side of thebattery is connected by the wire 12 to the terminal 13. The terminal 14is connected by the wire 15 to the solenoid coil 16 which has Thecontact'33 is connected to thek its core 11 connected to and a part ofthe piston rod I4 in the emergency switch valve II. The other side ofthe coil 16 is connected by the wire 18 to the terminal 19. The terminal80 is connected by the wire 8| to ground. The terminal B2 is connectedby the wire 83 to the wire 5I of the rail brake energizing circuit. Thecontroller 68 is provided on its drum with a plurality of contactfingers. Contact fingers 84, and 86 which are connected together by theline 81 engage respectively the contacts 1I, 82 and 19.

The contacts lili, 89 and 90 that are connected together by the Wire 9|respectively engage the contacts 80, 14 and 13.

When the controller is moved so that the contact ngers 84, 85, '96, 88,89 and 9|) make contact with the contacts 1|, 82, 19, 8|), 14 and 13,the following events take place. The coil `16 is energized and the valveI6 opens the port I1, permitting the application of air from the tank 2|through'pipe'v', chamber I9, port I1. chamber 22, line 23 to move thecontact controlling piston 26 so that the contact member 29 engages theterminals 30 and 3|. This results in energizing the circuit, battery 69,line 10, terminal 1I, contact iinger 84, wire 81, contact iinger 85,contact 82, line 83, lines! and 4|, terminals 30 and 3l, line 42,solenoid coil 43, and thence to'ground 44.

It also results` in closing the circuit 32, 5|, 83, 82, 85, 81, 84, 1I,1I), battery 69,12, 13 and thence through the controller to the line 8I. This serves Method of operation When the main powersource isconnected, the straight air may be applied through pipe 5 by thecontroller handle 2. This 'will result in the closing of the rail brakeapplying and rail brake energizing circuits as described. In the reventthat the main power source is disconnected., then the emergencyrailbrake shoe applying and energizing circuits will be brought into play bythe application'v of the emergency air from the source '62 or 2|r forrotating vthe controller into engaging position. This results in openingthe valve I6 and applying the air for making contact to close the railbrake shoe applying circuit and rail bra-ke shoe energizing circuits sothat the operation of the mechanism may continue as heretofore describedin its normal operation. It is to be understood that the foregoingdescription relating to the operation of the apparatus when, s 1 ightair`is used and when the emergency air is used, comes to this:

(a)` That when conditions of the apparatus are normal and the straightair is to be used, the handle 2 of the vair vvalve I is turned to letthe straight air supply pass from the feed pipe 3 to the distributingpipe 5. This pipe, as the parts are shown in Figures 1 and 2, willdischarge straight air into the chamber I2 of the emergency air valveII. From chamber I2 the air passes to the branch 24 of the pipe 23 andthence into the cylinder 25 with the result 0f moving the piston to theright to place the contact 29 'and the rail acting to give the finalinstantaneous short movement of the shoe downward and against the rail.

(b) That when for any cause, the straight air lineis out of commissionor put out of commission, and, therefore, the emergency air is to beused to actuate the piston 26 in the cylinder 25 to advance the switch29 into contact with the terminals 30, 3|, 32 and 33, for the purposeand with the result just stated, then the auxiliary air supply comesinto action. The emergency air is found in tank 2|, for instance, andthrough the pipe 2l) the air under pressure in such tank is deliveredinto the chamber I9 of the valve I I, with the parts in the positionshown in Figure 3. 'I'he valve l5 and its upper valve portion I6 havethen been lowered. which closes oiT the straight air line 5 and lets theemergency air pass through the port II and thence into the pipe 23 andfrom there into the cylinder 25 to actuate the piston 26-which placesthe switch 23 in contact with said severa-l terminals 30, 3|, 32 and 33,as also shown'in Figure 3.

(c) 'Ihat as the switch 29 makes contact with the terminals-30 and 3|,the circuit for applying or positioning the shoe with respect to therail is closed, and as the switch proceeds quickly to reach terminals 32and 33, the circuit which energizes the brake shoe becomes closed andthe shoe is energized. I

These two acts of applying or positioning and energizing the brake shoeare practically simultaneous so quick is the movement of the switch inmaking these contacts with these four terminals.

It will be understood that We desire to comprehend within this inventionsuch modifications as may be necessary to adapt it to varying conditionsand uses.

Having thus fully described our invention, what we claim as new anddesire to secure by Letters Patent, is:

1. In a rail-brake system, the following instrumentalities: (a) magneticrail-brakes; (b) means for applying or positioning and energizing them;(c) a primary source of electric current; (d) a secondary source ofelectric current; and (el means for supplying said magnetic rail-brakeswith current from the secondary source should the primary source fail.

2. In a rail-brake system, the following instrumentalities: (a) amagnetic rail-brake; (b) means for positioning or applying saidrail-brake with respect to the rail; (c) means for energizing saidrail-brake to cause it to magnetically bear on the rail; (d) amain-power-source for so energizing the rail-brake; (e) means selectableat will for connecting said rail-brake applying or positioning andenergizing means to such power source; (f) a supplementary power source;and (g) means which,upon thefailure of the main-power-source,

will automatically connect said brake-applying or positioning andbrake-energizing means to such supplementary power source; whereby uponthe disruption of the main-power-source the railbrake will neverthelessbe applied or positioned and energized.

3. In a rail-brake system, the following instru;- mentalities: (la) amagnetic rail-brake; (bi) means for applying or positioning saidmagnetic railbrake; (c) means for energizing said magnetic rail-brake;(d) means operable at the will of the operator for applying orpositioning and energizing said magnetic rail-brake; and (e) means forautomatically applying or positioning and energizing said magneticrail-brake irrespective of the action of the operator.

4. In combination, in a rail-brake system, (a) a magnetic rail brake;(b) means for applying or positioning such brake; (c) means forenergizing the brake; (d) and hand-controlled means usable at the willof the operator to cause said applying or positioning means and saidenergizing means to function; (e) and automatic means for applying orpositioning and for energizing said rail brake irrespective of theaction of the operator; (f) and means for supplying electrical energywhich is utilized when the operator applies or positions and energizesthe rail brake; and (g) means for supplying a different source ofelectrical energy when the firstmentioned source is disrupted.

5. In a. rail-brake system, a magnetic rail brake, means to energizesaid brake, means for moving said brake into position where itsenergization will nally apply it4 to a rail, means under the control ofan operator for actuating said rail brake applying and energizing meansin succession, and means out of the control of the operator forapplyingV and, energizing said rail brake automatically.

6. In a rail-brake system, a magnetic rail brake, means to energize saidbrake, means for moving said brake into position where its energizationwill finally apply it to a rail, means under the control of an operatorfor actuating said rail brake applying and'energizing means insuccession, and meansI out of the control of the operator for applyingand energizing said rail brake automatically upon the failure of a mainpower source for applying and energizing the rail brake.

7. In a rail-brake system comprising magnetic rail brakes, means toenergize the rail brakes for braking on a rail, means for selectivelyenergizing said rail brakes at the will of an operator, and means forenergizing said rail brake automatically irrespective of the will of theoperator.

8. In a rail-brake system comprising magnetic rail-brakes, means toenergize the rail-brakes for braking on a rail, means foi` selectivelyenergizing said rail brakes at the will of an operator, means forenergizing said rail brake automatically irrespective of the will of theoperator, a main power sour-ce and a supplementary power source, saidfirst mentioned power source being utilized when the operatorenergizesthe rail brake and said supplementary power source beingutilized automatically when the main power source fails.

9.y In a rail-brake system, a magnetic brake shoe, electrically actuatedmeans for moving said shoe into braking position, a circuit therefor, amagnetizing circuit, means of supplying electrical energy from a mainpower source to said circuits,l an air operated means adapted to openand close said circuits, means of controlling said air comprisingoperator controlled means when the system is supplied with current from`the main power source. automatically controlled means for opening andclosingsaid circuit when the main power source is inoperative, and asupplementary power source for connection in the circuits in such anevent.

10. In a magnetic brake system, a magnetic brake, a main power source,means to connect said magnetic brake thereto for magnetization thereof,means for opening and closing the connection thereto oi the main powersource with the magnetic brake, a supplementary power source likewiseadapted to be connected to said magnetic brake, and means adapted tooperate to automatically connect the supplementary cisv power sourcewhen the main power source is rendered inoperative.

1l, In a braking system, a main supply of air, a controller for applyingair, a closing switch operated by said air, a supplementary air supplyadapted to operate said switch, means for selecting the source of air tobe utilized for closing the switch, a main electrical power source,A amagnetic brake adapted to be energized and applied thereby, theconnection between the brake and the main power source being regulatedby said switch, and means for operating said switch automatically fromthe supplementary air supply in the event the main power source fails,

12. In a braking system, a main supply of air, a controller for applyingair, a closing switch operated by said air, a supplementary air supplyadapted to operate said switch, means for selecting the source of air tobe utilized for closing the switch, a main electrical power source, amagnetic brake adapted to be energized and applied thereby, theconnection between the brake and the main power source being regulatedby said switch, means for operating said switch automatically from thesupplementary air supplyin the event the main power source fails, and asupplementary electric power sourcevadapted to be connected into thecircuit with the magnetic brake upon the failure of the main electricsource.

13. In a braking-system, a main supply of air, a controller for applyingair, a closing switch operated by said air, a supplementary air supplyadapted to operate said switch, means for selecting the source of air tobe utilized for closing the switch, a main electrical power source, amagnetic brake adapted to be energized and applied thereby,Y theconnection between the brake and the main power source being regulatedby said switch, means for operating said switch automatically from thesupplementary air supply in the event the main power source fails, asupplementary electric power source adapted to be connected into thecircuit with the magnetic brake upon the failure of the main electricsource, and means associated with the supplementary electric powersource for switching the supply of air from the main air supply to thesupplementary air supply.

14. In a braking system, a main .supply of air, a controller forapplying air, a closing switch operated by said air, a supplementary airsupply adapted to operate said switch, means for selecting the source ofair to be utilized for closing the switch, a main electrical powersource, a magnetic brake adapted to be energized and applied thereby,the connection between the brake and the main power sourcelbeingregulated by said switch, means for operating said switch automaticallyfrom the supplementary air supply in the event the main power sourcefails, a supplementary electric power source adapted to be connectedinto the circuit with the magnetic brake upon the failure of the mainelectric source, means associated with the supplementary electric powersource for switching the supply of air from the main air supply to thesupplementary air supply, and means of connecting the suplementaryeelctric power source into the circuit by actuating it from asupplementary supply of air when the main electric power source fails.

l5. In a braking system, a magnetic brake, an electric circuit means forapplying or positioning and for energizing said brake, a switch (as 29)for connectingv said electric circuit means to a main electric source, asupplementary electric source (as 69), means of connecting saidsupplementary electric source into the circuit, means of controllingsaid connection to the supplementary electric source for the connectionthereof when the main power source fails, and a source of air underpressure for actuating the means which connects the supplementary powersource in circuit.

16. In a braking system, a magnetic brake, an electric circuit means forapplying or positioning and for energizing said brake, a switch (as 29)for connecting said electric circuit means to a main electric source, asupplementary electric source (as 69) means of connecting saidsupplementary electric source into the circuit, means of controllingsaid connection to the supplementary electric source for the connectionthereof when the main power source fails, a source of air under pressurefor actuating the means which connects the supplementary powerv sourcein circuit, and means connected with said supplementary air source forclosing the switch for connecting with the main power source or thesupplementary electric power source to the magnetic brake.

17. In a braking system, a magnetic brake, an electric circuit means forapplying or positioning and for energizing said brake, a switch (as 29)for connecting said electric circuit means to a main electric source, asupplementary electric source (as |59), means of connecting saidsupplementary electric source into the circuit, means of controllingsaid connection to the supplemen` tary electric source for theconnection thereof when the main power `source fails, a source of airunder pressure for actuating the means which connects the supplementarypower source in circuit, means connected with said supplementary airsource for closing the switch for connecting with the main power sourceof the supplementary electric power source to the magnetic brake, a mainair source and a controller for manually controlling the closing of theswitch means by the main air supply.

18. In a magnetic brake system, a main electrical'supply, asupplementary electrical supply, a common circuit for energizingandvapplying a magnetic brake, a magnetic brake having energizing andapplying means, a common switch for closing the applyingy and energizingcircuits, a switch for connecting the supplementary supply in circuit,means controlled by the main power circuit for rendering said switchinoperative until the main power circuit fails, power means for thenactuating said switch means to close it to connect the supplementaryelectric power source, and means for connecting said power means toactuate the switch closing means to connect the magnetic brake to one ofsaid electric power sources.

19. In a magnetic brake system, means of `supplying a main air supply, acontroller therefor, means of supplying a supplementary air supply, anautomatic switch for selecting the application of the respectivesupplies, a closure switch actuated by either of said supplies,`e1ectriccircuits for energizingv and applying magnetic brakes, magnetic brakesand applying means, a main power circuit adapted to be connectedthereto, means in the main power circuit for rendering a supplementaryelectric power circuit inoperative until the main power circuit fails, asupplementary electric power source,vmeans,connected thereto foroperating the selecting means for apr switch, a magnetic brake, amagnetic brake circuit, a main power circuit, a supplementary powercircuit, means in the supplementary power circuit for actuating theemergency switch valve, and means actuated by the supplementary air forconnecting the supplementary electric power source in circuit when themain power source goes out of circuit.

21. In combination in a magnetic brake system, a magnetic brake, acircuit for applying and energizing the brake, a main power source, aAsupplementary power source, air operated switch means for connectingthe supplementary power source rendered operative when the main powersource fails, air actuated means for connecting the brake to either ofthe electric power sources, and meanselectrically connected to thesupplementary power source for actuating said switch when the main powersource fails.

22. In combination in a magnetic brake system, a magnetic brake, acircuit for applying and energizing the brake, a main power source, asupplementary power source, air operated switch means for connecting thesupplementary power source rendered operative when the main power sourcefails, air actuated means for connecting the brake to either oiy theelectric power sources,

means electrically connected to the supplemen-

